Blast from the present

Why you should pre­serve the ul­ti­mate Fal­con from ex­tinc­tion

Herald Sun - Motoring - - Used Car - GRA­HAM SMITH gra­


WITH the demise of the iconic Fal­con GT it’s time to con­sider park­ing one in the shed to reap the re­wards as its value climbs.

The GT is the most iconic of all Aus­tralian cars; it reigned over the mo­tor­ing land­scape since it was in­tro­duced in 1967. It has been the per­for­mance king on the street, it has won races on the track, and it’s won the hearts and minds of gen­er­a­tions of Aus­tralians.

Many say it’s a relic; that it was sur­passed many years ago by a new gen­er­a­tion of tur­bocharged four-cylin­der per­for­mance cars. For oth­ers, how­ever, there’s noth­ing that comes close to the thun­der of a big, mus­cle­bound V8.

The clas­sic era of the Fal­con GT was 1967-1976. Th­ese are the mod­els col­lec­tors cher­ish but there is no rea­son to think the later GTs won’t be­come in­creas­ingly val­ued.

The FG-based GT launched in 2008 is the lat­est of the wave that kicked off with the BA in 2003. Ford Per­for­mance Ve­hi­cles (FPV) equipped it with a hand-built en­gine pro­duc­ing a whop­ping 315kW and ev­ery­thing else you could want in a per­for­mance car. Any­one who wanted more could go for the GT-P, which was loaded with even more fea­tures.

The Mark II up­date in 2010 moved the GT into a new per­for­mance realm with an all-new su­per­charged 5.0-litre V8 that boasted 335kW and a mas­sive 570 Nm.

It was enough to power the GT from stand­still to 100km/h in a mere 4.9 sec­onds — that's su­per­car ter­ri­tory. A six-speed sports au­to­matic trans­mis­sion or a six-speed man­ual backed up the blown V8, and drive ap­pro­pri­ately went through the rear wheels. Apart from the might­ily im­pres­sive up­grades to the driv­e­line there was lit­tle else to dis­tin­guish the Mark II from the ear­lier FG model.

The first su­per­charged mod­els strug­gled and failed to put that im­mense out­put down — the ac­cel­er­ate needed to be treated with great re­spect. Lat­ter mod­els over­came that squir­relly ten­dency.

Visu­ally there were new stripes and the Boss num­ber on the bon­net was re­vised to 355 to let ev­ery­one know what lurked un­der­neath.


Buy­ing a GT is more about prove­nance than per­for­mance; you must check that your po­ten­tial pur­chase is real. Just get a GT ex­pert to go over it for you. You also need to make sure you’re not buy­ing a clapped-out wreck that's been thrashed within an inch of its life by an un­car­ing owner.

That's best be done by hav­ing an ex­pe­ri­enced me­chanic go over it.

The good thing is that most GT own­ers to­day ap­pre­ci­ate what they’ve got and they look af­ter it by hav­ing it prop­erly ser­viced. No car more re­quires reg­u­lar ser­vic­ing than a per­for­mance car like the GT. Apart from one or two com­plaints of sticky or hard clutch ped­als on man­u­als, there have been few is­sues re­ported by FG GT own­ers. But it’s still a good idea to thor­oughly in­spect any car you might be think­ing of buy­ing, be­cause at the end of the day the GT is still based on an FG Fal­con and sub­ject to the va­garies of Ford pro­duc­tion.


Buy now and be blown away by the last of the real GTs.

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